~Lockhee<t VGL. 18, l'jO.

3, JULY·SEPTEMBER 19119

A SERVICE PUBLICATION 6F LOCl<HEED AERONAl)TICAL SYSTEMS COMPANY- GEORGIA

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Teflon Hoses
 Setting the Standard
Standards are very important to all of us in t h e

A SERVICE PUBLICATION OF modern world. There are international standards for

LOCKHEED AERONAUTICAL our number system, for weight, measure, and even for
SYSTEMS COMPANY-GEORGIA electronic data transfer. Pi is an example of a famous
standard in mathematics, and GMT is the world-
Editor renowned standard for timekeeping.
Charles I. Gale
In many ways, the Hercules aircraft enjoys a simi-

Editorial Liaison lar distinction as a kind of universal standard. It is the

Richard D. Latendresse acclaimed world “standard” for airlifters. Standards
are established and endure for one simple reason:
they work. And what description could be more fitting
for the Hercules? More than 60 nations have already
R. E. McAndrew
chosen the Hercules to accomplish an immense vari-
ety of tasks. They include general cargo transporta-
Vol. 16, No. 3, July-September 1989 tion, disaster relief, search and rescue, aerial spraying; plus many unique and
specialized country-building missions. Almost every nation in the world has seen the
CONTENTS Hercules within its boundaries, and all have benefitted from the support it has provided.

Although the Hercules has been in service for over 30 years, we are pleased that
2 Focal Point
R. E. McAndrew, Director many nations are now supplementing or replacing their present Hercules fleets with the
International Sales latest “standard” of the Hercules aircraft. Lockheed has continued to update and
improve the Hercules, so that the C-13011-100 of today is significantly improved and
3 Teflon Hoses-An Applications Guide more versatile than earlier versions. We are seeing a unique event in the airplane
business, in which an aircraft is actually replacing itself in the marketplace. This is a
6 Towbar Shear Bolts convincing testimonial to the Hercules, and its ability to continue to offer the
unmatched combination of capabilities that have made it such a world standard.
8 Eliminating Battery Box Noise
Lockheed will be delivering the 1900th Hercules this September. Of all that have
9 SKE and Battery Abuse been built, more than 750 are owned and operated by organizations or entities other
than the U.S. Government. We foresee continued strong international sales for the
10 Bleed Air Pressure Regulating Valve Notes Hercules. In the past year alone, three more nations have become first-time Hercules
operators. We at LASC welcome them aboard, and we renew our standing commitment
12 Preventing Wind-Induced Rudder System to our customers new and old: to provide each and every Hercules with the kind of
Damage support worthy of a world standard in excellence.

13 Protecting Multicontact Electrical Sincerely,

Connectors

15 Engine Starter Shaft Seal Repair

R. E. McAndrew, Director
Photographic Support: John Rossino International Sales
Lockheed Aeronautical Systems Company
Front Cover: An Algerian Air Force C-130H on a
training flight over north Georgia.
Back Cover: The U.S. Coast Guard patrols the
Florida shoreline.

J. D. ADAMS (ACTING) DIRECTOR

FIELD SUPPLY TECHNICAL RELIABILITY

SUPPORT SUPPORT PUBLICATIONS MAINTAINABILITY
SUPPORTABILITY
&TRAINING

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 by W. H. Mitchell, Specialist Engineer
Propulsion and Equipment Design Group

M. R. Starz, Design Engineer

Hydraulic, Oxygen and Pitot-Static Design Group

Hercules aircraft systems are gradually making the

transition from elastomeric (rubber) hoses to Teflon hoses,
with the Teflon type generally serving as the preferred
spare. During this changeover period, some confusion may
exist as to which hose may be appropriate for a particular
location.

The list of Teflon hoses approved for specific applica-

tions is constantly being enlarged and updated, and it is
important to refer to a reliable source of current information
before attempting to replace a hose with the same or a
different hose type. The use of Teflon hoses has been
approved for only certain locations in the airplane. When
replacing a hose, be sure to check that you are replacing a
hose with the approved type and part number. Teflon hoses are replacing elastomeric hoses in many applica-
tions on the Hercules aircraft.
C-130 maintenance or supply organizations should con-
sult the latest edition of the Qualified Products List (QPL)
for approved part numbers and vendor names and Where do you use Teflon hoses instead of elastomeric
addresses. Commercial (L-100) operators can contact the hoses in the Hercules aircraft? This question has been raised
LAX-Georgia Customer Supply Department for informa- many times recently in the field, and has been a source of
tion, and for the hoses themselves. When a Teflon hose is numerous inquiries to Lockheed Customer Supply, Field
available for a particular application, it will be identified as Service, and Engineering organizations. The following list-
the preferred spare. As such, it will automatically be sub- ings should offer some guidance as to the locations in the
stituted when you place your order. power plant and fuselage where Teflon hoses may be used.

A total of seven Teflon hoses are approved for the power plant section on L-100 (commercial) Hercules

TEFLON HOSES IN THE QEC (L-100)

LAC Qty Item
No. Item Mfg. Mfg. Part No per A/O
Drain, fuel recycle Stratoflex 124002-4CR-0183
Vent, fuel recycle Stratoflex 124001-4CR-0142
Drain, fuel recycle Stratoflex 124001-4CR-0240
_ Fuel, recycle Stratoflex ‘124D002-6CR-0150
Fuel, recycle Stratoflex ‘124DO1 2D020DCOO
755200-3 Starter, pressure sensing Titeflex 106852-3

TEFLON HOSES IN THE AFT NACELLE (L-100)

_ Hydraulic pump pressure Resistoflex ‘TR395800CC-10-0282 4
(alternate) Resistoflex ‘OOOAE9010T-0282
(alternate) Titeflex *66060610-0282S
(alternate) Aeroquip ‘AE1000429-JO282
(alternate) Aeroquip ‘AE246001 i-JO282
‘Has a full-length fire sleeve.

Lockheed SERVICE NEWS V16N3 3

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 There are two Teflon hoses approved for the C-130 (military) power plant section.

TEFLON HOSES IN THE QEC (C-130)

LAC Qty Item

No. Item Mfg. Mfg. Part No. Per A/C

755200-3 Starter, pressure sensing Titeflex 106852-3 6

TEFLON HOSES IN THE AFT NACELLE (C-130)

Hydraulic pump pressure Stratoflex AS621-10-0282 4

Note that most hoses used in the power plant section
require additional fire protection because of their location.
Fire protection is provided in the form of cuff-type or full-
length sleeves; hoses of this kind are indicated by asterisks
in the listings above.
Notice also that elastomeric hoses continue to be spec-
ified for most of the applications in the power plant section.
A change to Teflon for the hoses in this area does not appear
to be cost-effective at the present time.
Be sure to make careful note of the part number when
ordering replacement hoses. Use of the proper part number
will ensure that you will get the correct material hose,
complete with the fire protection sleeve where required.
Teflon hoses offer many advantages over the older elas-
tomeric types. Hose assemblies made of Teflon have prac-
tically unlimited shelf life and greatly enhanced service life.
They also expand much less under pressure, which means
the response efficiency of the entire system is increased.
But there are also a few disadvantages that must be
considered. One is the greater initial cost. In the case of a
number of hoses in the power plant section, the cost of a
material change is currently prohibitive. The most signifi-
cant disadvantage of Teflon hoses when compared to syn-
thetic rubber, however, lies in the tendency of the Teflon
liner to kink if bent in an arc less than the rated minimum
bend radius, or if subjected to severe twisting.
Teflon hoses have a bright stainless steel reinforcing
braid pattern that is aligned with the centerline of the inner
liner (note that in hoses with full fire sleeves. the braid is
covered). It is important that the braid pattern not be twisted
during installation. Take special care not to alter the “set”
(shape) that the hose has taken when removing and
reinstalling a Teflon hose that has been in service for a time.
Note also that hoses made of Teflon are generally thin-
ner. lighter, and more flexible than the elastomeric hoses
they replace. They may therefore have a greater tendency to
sag into the path of movable mechanical assemblies in such

Cutaway views of a typical Teflon hose and an elastomeric hose reveal construction differences.

Teflon Hose

Elastomeric Hose

4 Lockheed SERVICE NEWS V16N3

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 TEFLON HOSES IN THE FUSELAGE (ALL AIRCRAFT)
Mfg. Part No. Qty.
Elastomeric Hose Item Teflon Replacement Per A/C
(Already Teflon) Brakes-main wheel well AE1004638GO1 55 1
(Already Teflon) Brakes-main wheel well AE1004638G0210 2
(Already Teflon) Brakes-main wheel well AE1004638G0240 1
(Already Teflon) Brakes-main wheel well AE1004638G0260 1
MS28762-4-0092 Booster system pressure transmitter AS1 15-04-0092 1
MS28762-4-0102 Rudder boost-booster system transmitter AS1 15-04-0102 1
MS28762-4-0120 Wing flap gearbox AS1 15-04-0120 1
MS28762-4-0120 Rudder boost-utility system transmitter AS1 15-04-0120 1
MS28762-4-0130 Ramp lock plumbing AS1 15-04-0130 2
MS28762-4-0130 Wing flap gearbox AS1 15-04-0130 1
MS28762-4-0130 Cargo door uplock AS1 15-04-0130 1
MS28762-4-0130 NLG uplock cylinder-nose gear wheel well AS1 15-04-0130 1
MS28762-4-0134 Ramp uplock cylinder AS1 15-04-0134 1
MS28762-4-0134 AUX system pressure transmitter AS1 15-04-0134 1
MS28762-4-0147 NLG uplock cylinder AS1 15-04-0147 1
MS28762-4-0156 Ramp uplock cylinder AS1 15-04-0156 1
MS28762-4-0160 NLG uplock cylinder AS1 15-04-0160 1
MS28762-4-0230 Utility system pressure transmitter AS1 15-04-0230 1
MS28762-4-0250 Emergency brake pressure transmitter AS1 15-04-0250 1
MS28762-4-0360 Normal brake pressure transmitter AS1 15-04-0360 1
MS28762-6-0100 Aft cargo door actuator AS1 15-06-0100 1
MS28762-6-0130 Rudder boost-utility system AS1 15-06-0130 1
MS28762-6-0155 Aft cargo door actuator system AS1 15-06-0155 1
MS28762-6-0170 Aft cargo door actuator AS1 15-06-0170 1
MS29762-6-0180 Ramp actuator AS1 15-06-0180 2
MS28762-6-0290 NLG actuator AS621 -06-0290 1
MS28762-6-0304 NLG actuator AS621 -06-0304 2
MS28762-8-0160 Aileron boost pressure-utility system AS1 15-08-0160 1
MS28762-8-0200 Ramp actuators AS1 15-08-0200 2
MS28762-8-0200 Auxiliary pump, system pressure AS1 15-08-0200 1
MS28762-8-0222 Aileron boost pressure- booster system AS1 15-08-0222 1
MS28762-8-0282 Emergency brake-main wheel well AS621-08-0282 2
MS28762-8-0282 Normal brake-main wheel well AS621 -08-0282 4

The use of Teflon hoses has been approved for only certain
locations. Be sure to check the part number.
places as the wheel wells. Wherever Teflon hoses are used as
replacements for hoses of an older type, appropriate clamps
and restraints should be provided as necessary to prevent
any possibility of the new hoses fouling nearby mechanical
components.

On balance, the advantages of this new type of aircraft

hose significantly outweigh the disadvantages, except in the
case of the special requirements of certain hoses in the
power plant section. The benefits of reduced weight,
unlimited shelf life, and resistance to leaks make the Teflon
hoses a welcome addition to the Hercules aircraft.

Lockheed SERVICE NEWS V16N3

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 Two types of towbars widely used with the Hercules This safety shear bolt is designed to shear only when excessive
aircraft depend in part upon the AN6 bolts that attach the pulling force is applied.
towhead to the towtube to protect the nose landing gear
assembly during towing operations. Under a condition of
extreme load, such as an excessively sharp turn radius, or a
sudden start or stop, the 3/8-inch diameter AN6 bolts in the
towbar will shear and thereby prevent damage to the nose
landing gear strut or the supporting structure. These alloy-
steel bolts are therefore very important, and should be
checked periodically to ensure that they are correctly
installed or they have not been replaced with unauthorized
bolts.

Safety Shear Function

It should be remembered that the AN6 safety shear bolt

installed in the aircraft nose landing gear crossbar and tow
fitting (see illustration) is designed to shear only with a
pulling force. If the Hercules aircraft is being pushed back-
ward, the nose landing gear tow fitting will bottom out
against the crossbar and the crossbar bolt will not shear,
leaving only the AN6 bolts in the towbar to provide the
safety shear function.

Reports from the field indicate that the two AN6 bolts in
the towbar shear more frequently than does the AN6 bolt in
the nose gear tow fitting. One reason for this is that the bolt
in the nose gear tow fitting must shear in two places while

6 Lockheed SERVICE NEWS V16N3

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the bolts in the towbar have only one shear point. Also,
leverage may be exerted on only one of the two bolts in the
towbar, causing the towbar to overload and shear.
Towbar Differences
The original towbar was made by Lockheed (PN
403980) and since the towhead and towtube end connec-
These shear bolts will shear in response to high lateral and
“pushing” loads.
Lockheed SERVICE NEWS V16N3
tions were made of high-strength steel, the two AN6 safety
shear bolts were installed without bushings.
A newer towbar made by Ventura (PN 126-000-101) has
a towhead and towtube end connector made from general
purpose structural steel. Although the steel used is of good
quality, proper shearing of the AN6 bolts is ensured by
using high-strength steel bushings in the towtube-to-tow-
head attachment holes. These bushings must be flush at the
towtube and towhead mating surfaces. Also, large washers
should be used to prevent the bolt head and nut from pulling
into the bushing holes.
Preventing Nose Gear Damage
Under no circumstances should the bushings be
removed and 5/8-inch bolts installed, since a considerably
higher shear load would be required for separation of bolts
that are larger than standard. Note also that the specified
bolts must not be replaced with higher-strength bolts of the
same size.
If there is a problem with the AN6 bolts shearing in the
towhead attachment, it is likely that the towing instructions
and limitations detailed in the Hercules maintenance man-
uals are not being followed. The ground handling, towing,
and taxiing sections of the applicable maintenance docu-
ments should be reviewed to ensure that the correct pro-
cedures are being used.
7
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by Dave Holcomb, Service Analyst
C-13OlHercules Service Department

From time to time, flight crews have reported hearing

popping noises coming from the vicinity of the battery
compartment during flight in certain Hercules aircraft. Two of the five rigid fasteners that can be replaced with NAS
These reports prompted an investigation which has resulted 1298 shoulders screws and spring washers are visible in this
in a solution for this nuisance item. photograph.

The problem in question had been observed during

ascent to cruising altitude and was repetitive in nature. This same modification could also be accomplished on
After extensive troubleshooting, it was found that the upper in-service aircraft subject to battery box noises. If any of
panel of the battery box (at the FS 165 pressure bulkhead) your organization’s Hercules aircraft have recorded this
was separating from the aft upper attach angle between the complaint and you wish to correct the problem, please
fasteners whenever the aircraft was pressurized. Deflec- contact the C-130/Hercules Service Department at the
tions of the battery box panel were causing oil-canning and address below and request full information, including print
the resulting popping sounds. No. 339275, Box Installation-Battery and External Recep.
(note in particular reference
Engineering analysis has determined that the problem
does not present a safety of flight concern, but a change has Cl30/Hercules Service Dept.
been proposed that will eliminate the possibility of R. H. Brandt, Supervisor
unwanted noises from this source in future production air- Lockheed Aeronautical Systems Company-Georgia
craft. The change replaces the rigid fasteners at the battery Dept. 64-21, Zone 365
box attaching flange with spring washers and NAS 1298 86 South Cobb Drive
shoulder screws. The new arrangement will allow a small Marietta, Georgia 3006 3
amount of movement between the components during pres- or
surization without the accompanying sound effects. Telephone (404) 494-1313
Telex 542642
The following is a summary of the hardware require- Fax (404) 494-1353

ments that would be involved in the proposed change:

Item Application
NAS 1298-06-4
NAS 1298-06-3 shoulder 2 places inboard
screw
NAS 1298-06-4 shoulder 3 places outboard
screw
M 12133/5-4P spring washer All 5 places (under
screw head)
AN 970-3 washer All 5 places (trimmed
to fit bulkhead)
LS 35 176CCO6L washer All 5 places (under
nut)
AN 960-9L washer All 5 places (under
nut)
MS 21042-06 nut All 5 places

8 Lockheed SERVICE NEWS V16N3

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by Ron Curty, Service Analyst
C-130lHercules Service Department
On aircraft equipped with the station-keeping equip-
ment (SKE) intra-formation positioning system, 24v bat-
tery power is applied through a 5.0-amp circuit breaker on
the pilot’s side circuit breaker panel to the coder-decoder.
The DC power is taken from the battery bus, and its purpose
is to power the heater for the clock oscillator in the SKE
coder-decoder.
Since power is applied to the clock heater whenever the
SKE BATT circuit breaker is closed, there is a steady drain
on the aircraft battery. If the aircraft doesn’t fly for 48 hours,
the battery will be discharged to less than 50 percent of its
capacity.
SKE POWER DISTRIBUTION
In SKE-equipped C-130s. battery power is
continuously applied to the clock oscillator heater.
BUS
4 c CCDER/DECDDER
DC
ELECTRICAL
Lockheed SERVICE NEWS V16N3
This depletion is detrimental to the battery, and the
current flow could be stopped by pulling the battery bus
SKE BATT circuit breaker to the open position. This prac-
tice is not recommended, however. Circuit breakers are not
designed to be switches, and should never be used as such.
Lockheed engineering will resolve the battery dis-
charge problem in the near future by making changes in the
clock oscillator heater wiring. In the meantime, operators
should be aware of the potential for battery depletion from
this source, and take appropriate steps to recharge the
aircraft battery periodically when an airplane containing
SKE is idle.
2ev DC
: CLOCK HEATER
I
9
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BLEED AIR
PRESSURE REGULATING VALVE
NOTES
by Dare1l A. Traylor, Service Analyst Coordinator
C-130lHercules Service Department
The function of bleed air pressure regulating and shutoff
valves is to maintain constant pressure at a preset value in
the bleed air manifold which connects the four engines of
the Hercules aircraft, and to do so while allowing the
engines to share the bleed air load (flow) equally.
A number of systems utilize bleed air as the energy
source for accomplishing work in the Hercules aircraft, and
the bleed air system must be equipped to respond automat-
ically to changes in demand when these systems are
operated.
When, for example, the air conditioning system is
turned on or off, the pressure in the bleed air manifold is
affected. It tends to drop in response to the increased load
when the air conditioning system is activated, and surge
when it is turned off. The bleed air regulating and shutoff
valves limit these effects by acting to increase the airflow
when more air is required, and reduce it again when the
demand decreases. This ensures that a constant pressure
level will be maintained in the bleed air manifold.
Flow Sharing
In addition to keeping the manifold pressure constant,
the regulators are also designed to maintain an equal flow of
bleed air from each of the engines. This flow sharing pre-
vents any particular engine from “hogging” the bleed air
load, which would result in that engine developing less than
normal torque. Carried to the extreme, an engine hogging
the load could fall below the minimum torque required for
takeoff, or cause handling problems when reverse thrust is
needed during landings.
The maintenance manuals require that each bleed air
pressure regulating and shutoff valve maintain a pressure
reading of 50 +/- 7 psi in the aircraft bleed air manifold. In
addition, all the valves in a given aircraft must be able to
Lockheed SERVICE NEWS V16N3
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maintain pressure values that are within 3 psi of each other.
This helps ensure that the bleed air load will be shared
evenly among the engines.
Valve Calibration
The calibration procedures for making the necessary
adjustments to the valve for the 50 +/-7-psi and 3-psi limits
are called out in T.O. 15 A2-l-143, and the component
overhaul manual SMP 850, chapter 36-6a, page 7-6, sec-
A bleed air pressure regulating valve in its installed position in
the nacelle.
Lockheed SERVICE NEWS V16N3
tion 7-11. These procedures require specific pressures, tem-
peratures, and flow conditions that are only available on a
test bench such as the Lockheed Pneumatic Test Stand
Assembly, PN 3402890-I or the equivalent. Recalibration
of the valves should not be attempted in the field.
Since adjustment of the valves is not a practical field
repair, operators of Hercules aircraft have often asked what
they should do in the event a bleed air regulating valve fails
the 3-psi flow-sharing check in a remote location where
replacement valves or proper facilities for adjustment are
not available.
Out-of-Limits Operation
The procedures for operating an aircraft in which indi-
vidual bleed air regulating pressures are not within the 3-psi
limit are called out in the flight manuals. These involve
placing the engine bleed air switches for symmetrical
engines to the OVRD or (preferably) OFF position during
takeoff to ensure balanced torque.
There is no particular risk involved in keeping a bleed
air pressure regulating and shutoff valve in service tem-
porarily when the 3-psi limit is exceeded by a small amount,
provided the engine torque differential is not excessive. A
valve that exceeds the 3-psi limit should be replaced with a
new one as soon as practicable, however, and the old one
sent to component overhaul.
11
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by Dave Holcomb, Service Analyst
C-130lHercules Service Department
Recently a C-130H aircraft was found to have sustained
a broken output lever on the rudder boost assembly. The
damage was discovered after the aircraft had been parked
for several days during a period of sustained winds in excess
of 25 knots.
Similar occurrences have been reported from time to
time in the past. Although there is some guidance on the
subject in the aircraft manuals, not all operators realize that
the snubbing action of the rudder and elevator boost assem-
blies which acts to prevent uncommanded control surface
movements can be lost after an undetermined period of
time. This is because the hydraulic fluid is gradually
pumped back through the return lines by the wind-induced
movement of the flight control surfaces.
Under normal circumstances. the snubbers installed at
each end of the booster cylinders reduce the velocity of the
piston load before the rod contacts the internal stops.
However, when hydraulic pressure is fully depleted, such as
is the case when hydraulic connections are loosened or
when the aircraft sits for extended periods, the snubbing
action is lost.
T.O. IC-l30H-2-9 and the equivalent flight control man-
uals for commercial Hercules aircraft and other military
models give clear information regarding flight control wind
precautions to be taken. For example, page l-6A, Paragraph
l-19, provides the following:
Do not use mechanical restraining devices on
flight control surfaces, unless both the utility and
booster hydraulic systems have been depleted or a
booster unit has been removed (aileron. rudder, or
elevator). Built-in snubbers in a fully serviced sys-
tem will prevent slamming of the controls into
their stops.
The same T.O. goes on to point out:
To prevent damage to the hydraulic booster
assemblies, rig pins shall not be installed in any
flight control system nor the rudder pedal, control
column, or control wheel as a means of locking
control surfaces against wind gusts. If the utility
and booster hydraulic systems are properly serv-
iced, normal wind gusts will not damage the
controls.
It should always be borne in mind, however. that the
rudder control booster assembly may lose this snubbing
Lockheed SERVICE NEWS V16N3
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capability if the hydraulic systems have not been pres- Remember that only in certain maintenance situations
surized for an extended period of time. is it permissible to use external locks on the control sur-
faces. T.O. IC-l30H-2-9 notes (para. 1-27 and l-28) that an
As a general rule of thumb, whenever the aircraft external contour clamp should be installed to lock the con-
remains idle for 3 days or more, the hydraulic systems trol surface to adjacent structure to prevent damage to the
should be pressurized to reestablish the snubbing capability flight control system when any of the following mainte-
of the flight controls. This is especially true if there have nance actions is performed:
been windy conditions during the period.
n Removing a booster assembly.
n Disconnecting a flight control surface.
Furthermore, it is always a good idea to check the
n Draining the hydraulic systems.
aircraft for damage before the next Right after high winds
have occurred. There is a potential flight hazard if a part of
It is also important to note that removal or installation of
the flight control linkage is damaged on the ground and
flight control surfaces is not permitted when wind velocities
subsequently breaks under the stress of air loads in flight.
are 20 knots or higher.
The -2-9 also offers guidance in this area:
The flight control system of the Hercules aircraft offers
Whenever control surfaces are caught by wind
effective, built-in protection against the kinds of damage
and moved violently against their stops, or to the
that can result from wind-induced movements of the control
limit of their travel under any condition, make a
surfaces. A little attention paid to ensuring that these pro-
special check before the aircraft is flown. In this
tective features continue to do their job during periods of
case, check all control surfaces, controlling parts,
aircraft inactivity can pay big dividends in terms of aircraft
and mechanisms for cracks or signs of failure.
safety and reduced maintenance costs.
such as hinges. hinge brackets, and attachment of
surfaces to torque tubes, paying particular atten-
tion to the possibility that rivets and bolts might
have been sheared.

by H. J. Singletary, Staff Engineer

Materials and Producibility Technology Department Corrosion has penetrated all the way through the metal struc-
ture of this connector bodv.
Corrosion of pins and sockets is a common cause of
electrical failure in multicontact electrical connectors.

Since connectors of this type are not ordinarily her-

metically sealed, they tend to “breathe” when the aircraft
goes through pressure and temperature changes. Outside air
is drawn into the connectors by this pumping action, and
when moisture from the humidity in this air condenses
inside, electrical leakage paths are established and corro-
sive action begins.

It has been estimated that only I5 percent of the surface

area on the outside of a pin and the inside of a socket
conduct the current through a connector. It consequently
takes very little corrosion on these surfaces to cause signal
degradation at the interface.

Lockheed SERVICE NEWS V16N3

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 When corroded pins and sockets are found and the
connectors are considered salvageable. the following proc-
ess is recommended to restore conductivity, and provide
protection for the conducting surfaces in the future.
It should be noted that in most connectors. the socket
(female) contacts are quite difficult to clean. If significant
corrosion is found in these, the most practical solution is
simply to replace the sockets. If the sockets are not replace-
able, then replace the affected connector half.
Connector components-typical.
CONNECTOR
BODY
The Process
1. With an acid brush, apply and scrub trichloro-
trifluoroethane solvent over all mating conducting
surfaces of the connector. For female contacts with
openings that are large enough, use a pipe cleaner to
scrub and clean the surfaces with solvent.
Materials and Specifications
The materials below are listed in the order in which they
are mentioned in the text.
Acid brush-Specification H-B-643, Type II. Class I:
n NSN 907920-00-514-2417
Solvent trichlorotrifluoroethane-Specification MIL-
C-81302, type II or Type IIA:
n NSN 9G6850-OO-319-0834-one-gallon container.
n NSN 9G6850-OO-l42-9247-Type IIA, 16-0z. aero-
sol can.
Isopropyl alcohol-Specification TT-I-735:
n NSN 9G6810-00-983-8551, one-quart container.
14
Note that trichlorotrifluoroethane belongs to a family of
polyhalogenated hydrocarbons commonly known as
Freon. In some locations, Freon-type solvents may not
be available or not permitted.
Isopropyl alcohol may be used as a substitute solvent in
such cases, but remember that isopropyl alcohol is flam-
mable and appropriate safety precautions must be
employed.
2. Remove any excess solvent with clean, lint-free cloths.
and clean. dry pipe cleaners, as required.
_3 Spray the separated surfaces of the connectors with a
water-displacing, ultra-thin film, avionics grade corro-
sion-preventive compound (see the materials list follow-
ing this article).
4. Reconnect the connector halves after spraying.
5 In locations outside the aircraft’s pressurized area
(except in areas subject to fluid drainage or collection)
apply a coating of corrosion-preventive compound con-
forming to MIL-C-16173, Grade 4. to the exterior sur-
face of the connectors. This produces a transparent,
non-tacky film over the joint and other potential open-
ings to the inside of the connector pair.
Whenever the connector is separated in the future, the
water-displacing, corrosion-preventive compound should
be reapplied to the interior mating surfaces prior to
rejoining the connector halves. This practice will reduce. if
not eliminate. the corrosion problems experienced inside
multicontact electrical connectors.
Water-displacing corrosion-preventive compound; ultra-
thin film, avionics grade-Specification MIL-C-81309,
Type III, Class 2:
n NSN 9Q8030-00-546-8637, 16-0z. aerosol can.
Corrosion-preventive compound-Specification MIL-
C-16173. Grade4:
n NSN 9Q8030-00-142-9281, 16-0z. aerosol can.
Lockheed SERVICE NEWSV16N3
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by Darell A. Traylor Service Analyst Coordinator
C130lHercules Service Department

A number of years ago Allison began equipping 501/

T56 engines with magnetic starter shaft seals. The new
seals offer a significant improvement in performance over
the older design, and provide a better seal with longer
service life.

All mechanical components are subject to wear and

tear, however, and eventually even starter shaft seals of the
newer type may show evidence of leakage and need atten-
tion. But sometimes worn seals get more attention than they
actually require. When a starter shaft seal is found to be
leaking, some operators have been replacing the entire seal
assembly instead of just the packings.

The seal assembly incorporates three packings. In most

cases where starter shaft seal leakage has been noted, the
problem can be corrected by replacing the packings instead
of the relatively expensive complete seal assembly.

Overhaul kit PN 77006 is listed in T.O. 2J-T56-44 for

overhaul of seals PN 6894191 and PN 6898246 for the
military version of the Hercules. This kit contains the cure-
date items necessary for repair of the seal assembly on the
commercial Hercules also.

Unfortunately, neither the Allison l5RC4 manual nor

its commercial equivalent (4RC4) list the overhaul kit, but
both do list the detail cure-date items required. The neces-
sary packings, called out in Figure 58 of Allison 15RC4
manual, are shown in the table below.

All operators of Hercules aircraft should be aware that

these seal assemblies can be repaired, and take appropriate
steps to obtain a supply of the necessary packings for future The three replaceable packings are shown in this exploded
use. view of the starter shaft seal assembly.

ENGINE STARTER SHAFT SEAL REQUIRED PACKINGS

Lockheed SERVICE NEWS V16N3 15

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~Lockheed Aeronautlcal Systems Company
Trainino Systems e epar1men!
LASC-Geor9m" -
rv1ati!i'll.a, GA 30068

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